When talking about modern mopeds, most people think of various Japanese and Chinese brands, since they are the ones that have now flooded the market for two-wheeled vehicles for urban use.
But there was a time when there was no talk of any mopeds from Japan or China. During the Soviet era, people rode exclusively on Soviet equipment. This applied to both cars and two-wheeled motor vehicles.
Yes, imported cars and motorcycles gradually began to appear. But still, the vast majority of people owned exclusively Soviet technology.
And among all the assortment available at that time, it is worth highlighting the Tourist scooters. They quickly gained popularity and fully met the expectations of consumers. High quality, reliable, easy to operate and maintain.
Motor scooter "Tulitsa"
In 1978, "Tourist-M" - the last release - was modified.
It was replaced by the Tulitsa motor scooter. The new model was a deep modernization of the Tourist-M, since at a quick glance it was quite difficult to distinguish them externally. Design changes have been kept to a minimum. The shape of the front wing and the tunnel between the driver’s legs have improved slightly. The trunk mount has also changed. The Tulitsa scooter was produced until 1986. It was then that TMZ began producing a completely new model. The Tulitsa was replaced by a motor scooter of a different class. In fact, this was today's scooter.
Modernization of the Tourist scooter
In 1971, the Tourist
.
The model was henceforth called nothing less than Tourist-M
.
The most important thing is that the compression ratio was increased to 7.8, the engine now ran on A-76 gasoline, and its maximum power increased to 12 hp. The maximum speed, of course, increased to 90 km/h. The modernized scooter
received a new cigar-shaped muffler, for which it was also decided to increase the diameter of the exhaust pipe. In order to provide better cooling with increased heat intensity, a special deflector was installed in the engine compartment, directing cold air along the cylinder down and out. Thanks to this, the air temperature in the engine compartment and in the area of the passenger’s feet decreased by 5-10 degrees.
The kickstarter lever has been changed and can be hidden under the hood.
To make the scooter more stable at a stop, the designers moved the footrest closer to the rear wheel. At the same time, the rigidity of the central stand and the reliability of its attachment to the frame were increased.
In order to give rigidity to the steering wheel, its strength was increased by thickening the casting and introducing additional stiffening ribs.
The fan impeller and chain casing were made of plastic and not of aluminum alloy, as before, in order to reduce the total weight of the scooter. This innovation had a positive impact on safety: some citizens completely abandoned the aluminum casing, since if the chain jumped off, the wheel would lock.
Additional stampings were made on the bottom of the tank and the design of the damper was changed. The result is increased strength. The tank itself is on Tourist-M
was not placed on the frame, but suspended from the hood using a clamp. It turned out that the capacity was 8-10 mm higher, which contributed to an increase in the pressure of the fuel mixture.
The tool box, which was initially located in the niche of the front wheel housing, moved under the saddle. It is a removable trough that can be used to wash parts, for example.
Sound signal, Tourist
for some reason they placed it under the front wheel fender, where it was exposed to dirt and moisture, and wisely moved it to the steering column.
| Tourist | |
| Motor scooter "Tourist-M" (1976) | |
| general information | |
| Manufacturer | |
| Previous model | |
| Components | |
| Engine | |
| Maximum power: | 8 kW (11 hp) |
| Cylinders: | 1 |
| Cylinder diameter: | 62 mm |
| Piston stroke: | 66 mm |
| Compression ratio : | 7,2 – 7,4 |
| Clock (number of clock cycles): | 2 |
| Recommended fuel: | gasoline A72 |
Tourist
- scooter made in the USSR. Began production in 1968. This scooter became the successor to an earlier model - the Tula scooter. The scooters of this series were light green in color and, compared to earlier models, had a completely different appearance.
On a scooter, the tool box is under the seat, the battery is between the driver’s legs. The air corrector handle is located next to the front brake handle. “Soft” suspension, two stops for parking – side and central. The engine design is the same as that of earlier models, but the engine power has become higher. Gear shifting is different from a motorcycle where neutral was between first and second gears. In the Tourist, neutral is before first gear. In general, the “Tourist” scooter, like the “Tulitsa”, turned out to be very good.
Two models of the scooter were produced: “Tourist” and “Tourist-M”.
The difference between “Tourist” and “Tourist-M”:
- The presence of a glove compartment in the front fender
- The gas tank is attached to the frame, and on the “Tourist-M” it is attached to the hood with clamps
- The sound signal on the Tourist was located under the front wheel. When it rained, the signal was flooded.
The Tula scooter was invented by defense workers
Tula scooter is 55 years old! On January 24, 1957, the first cars rolled off the assembly line of the defense Tula Machine Plant, and there was one more brand in Tula. How did a motor scooter become a “defense order” and why was public transport discontinued?
In 1965, the plant team took part in the international USSR-German motor rally on the T-250/200 Tourist passenger scooter and took first place in the scooter class.
Andrey Dremizov. Photo from the archive of Leonid Zyakin and Mikhail Gotesman.
Strange order
In the USSR, a personal car was always a luxury, even if it was a Soviet car. The only way to provide the Soviet people with affordable personal transport is to release a motor scooter. And the national economy needed an inexpensive “truck”: it was unprofitable for hospitals, factories, post offices, pioneer camps and canteens to hire three-ton trucks to bring 100-200 “kilos” of products (correspondence, medicines)... On June 19, 1956, the Council of Ministers of the USSR adopted decree on organizing the production of a fundamentally new transport for the USSR at defense industry factories - scooters!
The government decided that the Tula Machine Plant would cope with the task. He had to make a “full-fledged” scooter - an alternative to a motorcycle, but cheaper and in two versions - passenger and cargo.
The deadlines given were unrealistic: by the end of 1956 it was necessary to produce 2.5 thousand scooters, and next year production should be increased to 30 thousand! Why in Tula? And there is nowhere else: a huge plant, a lot of talented engineers, and Moscow is nearby! The Tula people “messed up” the plan for the first two years: while they brought a scooter from Germany (“Goggo-roller”), while they copied it... The Soviet scooter turned out to be 15 kg heavier and three “horses” weaker: six versus nine horsepower for the imported one.
In the mid-1980s, the world chess champion from Tula, Anatoly Karpov, was shown a new development from TMZ - a Tula motorcycle!
Anti-aircraft gun versus scooter
2 million 716 thousand 402 - this is how many motor scooters the machine plant assembled in 43 years. Even the legendary VAZ “kopek” did not reach the record: 2,702,657 VAZ-2101 cars produced by Volzhsky were not taken out of production. The popularity of the scooter was incredible: there were not enough two- and three-wheeled cars, even when they were produced at 90,000 per month. To buy the deficit, Soviet people waited in line for months...
And suddenly, since 1996, the production of scooters has been reduced tenfold (a little more than 9,000 produced), and then completely fades out for several years, until in 2000 the last batch of 300 pieces comes out, which is dismantled in a few minutes, even despite the prohibitively high price - 35 thousand rubles (the cost of a Tavria car!). Why did the plant no longer need scooters? “Because the country began to need anti-aircraft guns,” shares Evgeny Shcherbakov, head of motorcycle production at Tulamashzavod in the 70s.
In the Leonid Zyakin Museum there is the first Tula scooter "T-200" (left) and the latest - the scooter "Fregat".
– At the plant in 1964, by order of Khrushchev, they began production of the “Shilka” (anti-aircraft gun), and the motorcycle production lost most of the production space - the development of a new four-stroke engine had to be curtailed... So the scooter did not receive a new engine, and the two-stroke engine is yesterday day even for the late 80s.
"Dragon", "Tourist" and "Ant"
“Never before has engineering thought in Tula received such “food” as in the “motor scooter era,” says Mikhail Gotesman, . – From the start of production until 1980, the plant produced 5 models of passenger scooters and 7 cargo scooters, and these are only production models (“Tourist”, “Ant” and “Tulitsa”), and there were more than 200 experimental ones: from an amphibious scooter to a scooter “ Dragon,” which was no different from modern scooters, and if not for the two-stroke engine...
Tula engineers managed to increase the engine power to 14.5 hp, and the scooter’s load capacity to 620 kg instead of the original 300! The scooter began to drive faster (100 km/h instead of 80), and looked more solid: there was a cabin, a five-speed gearbox (it was a three-speed gearbox) and new shock absorbers... But still, the scooter was doomed. A specialist in the history of motor scooters, founder of the Tula Motor Scooter Museum, Leonid Zyakin, knows the true reason for the “death” of motor scooter production:
– The scooter was ruined by overhead costs, which reached up to 3000%! A huge army of workers, engineers and bureaucracy had to be fed. This was a disaster for a consumer product, so the scooter constantly rose in price until it became equal in price to a car, to which it, of course, is not a competitor...
Attention!
In honor of the anniversary of the Tula motor scooter, the Tula club “Retro-style Tula” is preparing a grandiose motorcycle rally, which starts in Vyatskie Polyany in early June and finishes in Tula on June 10, where it will decorate the traditional Autostrada festival.
Did you know... Crazy Stool
— People called a scooter a “stool” or a “chair.” And the sports tuned ones are “crazy stools”.
— The word “scooter” takes its roots from the humorous English “to scoot” - to run away. In the urban jungle, it was easier for the teenager to escape from the police on a scooter, since it is small and can easily ride and maneuver where cars and motorcycles are not allowed to pass.
— The first scooter was invented in Japan. It was designed as an inexpensive, primitive vehicle that required minimal driving skills for Japanese housewives to go shopping. The scooter was equipped with grocery baskets at the front and rear. Therefore, the scooter pilot has a stool-like seating position, which allows women to ride the scooter in a long dress.
The assembly line for the experimental Dragon scooter, which, unfortunately, never went into production...
1967: tests of the new model of the Tourist scooter, designed by Evgeny Shcherbakov, were successful. In the center with a samovar is designer Anatoly Bochkov (he also invented the “dump truck”).
A unique development of TMZ - a scooter-dump truck (limited batch of 200 pieces). The lever shifted the body, the scooter rose and dropped the load!
Historical moment: April 22, 1976, the millionth “Tourist” scooter was produced! In 1977 it will be replaced by the Tulitsa motor scooter.
Features of the scooter model
The front wheel casing is specific. There was a toolbox right in it. The creators of the Tourist placed control cables and electrical wiring in the hidden cavities of the steering wheel. If on the T-200 the cables were visible. Only control devices are located on the dashboard in front of the driver. The hood on the new TMZ model tilted back and was fixed with a stop on a hook, which made it possible to almost instantly open access to the engine, attachments, and gas tank. Separate access to the tank and spark plug without lifting the hood can be achieved by using the reclining seat. Turn signals appeared on the Tourist, which was not yet standard on the T-200M. By improving the valve timing, the shape of the combustion chambers and increasing the compression ratio, it was possible to increase the engine power by 20% - from 9 hp. at 4500 rpm. up to 11 hp at 5600 rpm. Increasing the compression ratio required the use of gasoline with an octane rating of at least 72.
However, the air filter remained the same as before. The exhaust system was similar in design to the T-200M muffler, differing only in the attachments to the body. The body of the Tourist has become much stronger than that of its predecessor, the center of gravity has noticeably decreased. Accordingly, the problem of stability at high speeds, characteristic of the first Tulas, was largely solved. The smooth ride, so necessary on rough Soviet roads, was achieved mainly by increasing the suspension travel. For example, the rear suspension travel of the T-200M was 60 mm, while that of the Tourist was almost twice as much (110 mm). The design of the front suspension returned to the pushing type (as on the very first Tula T-200; on the T-200M - pulling type). The increase in maximum speed entailed the need to increase the efficiency of the braking system. Accordingly, the diameter of the brake pads on the Tourist was 150 mm (on the T-200M the diameter of the rear wheel brake is 130 mm), and they are interchangeable with the brake pads on the front wheel of the T-200M. The Tourist's wheel hubs also differ from those of its predecessor. Both Tourist wheels are completely interchangeable. The electrical system has abandoned the gear shift indicator. And they introduced turn signals with a switch located on the left handlebar. The Tourist headlight is interchangeable with the Vyatka V-150M headlight, the mounting dimensions of the rear light are similar to the dimensions of the T-200M rear light.
The Tourist is a motor scooter made in the USSR. Began production in 1968. This scooter became the successor to an earlier model - the Tula scooter. The scooters of this series were light green in color and, compared to earlier models, had a completely different appearance.
Main features of the Tourist scooter
It is also worth highlighting several features that distinguish the Soviet scooter for short and long trips called the Tourist.
- Front wheel housing. An original solution that many owners of two-wheeled vehicles would not refuse even now. The fact is that directly in the casing there was a small box intended for storing tools.
- Control cables. All electrical wiring on the Tourist scooter is hidden inside the cavities of the steering wheel. On the same predecessor, the T-200, the cables were visible. This solution allows the driver to see in front of him on the dashboard only the control devices themselves, and not a set of wires. It's aesthetically pleasing and practical.
- Hood. On the new scooter model, the hood now tilts back. With the help of a stop on the hook you can quickly fix it. This almost instantly gives access to the engine, installed attachments, as well as the fuel tank.
- Seat. The Tourist had a reclining seat. This is convenient because when tilted, the driver has access to the tank and spark plug. There is no longer any need to lift the hood for this.
- Signal turns. They first appeared on the Tourist scooter, since even the modernized T-200M did not have such a solution.
- Engine modification. This includes improved valve timing, changes in the shape of the combustion chamber and an increase in the compression ratio. As a result, the engine power was increased by 20%. If previously the power was 9 horsepower at 4500 rpm, now for the Tourist this value is 11 horsepower at 5600 rpm. It is important to add that by increasing the compression ratio, the requirements regarding the octane number of the gasoline used have increased. This figure should be at least 72. But in modern conditions it is more difficult to find 72 gasoline than fuel with a higher octane number.
If we take the air filter, then there have been no changes in comparison with its predecessor, the T-200M. The exhaust system also remained the same. Only the fastenings to the body have changed.
The body itself on the Tourist scooter has increased in strength, and the center of gravity has decreased. Consequently, it was possible to solve the problem of poor stability when driving at high speed.
To ensure the smooth ride necessary for not the smoothest roads of the Soviet and Russian type, engineers use a technique that increases the suspension travel. If the T-200M had only 60 mm of rear suspension travel, then the new Tourist scooter almost doubled this figure, to 110 mm.
For the front suspension, a return to a push-type design was envisaged. The same ones were used on the first version of the Tula T-200. And on the T-200M they already used a pull-type front suspension. But in practice, such an experiment ultimately did not justify itself.
Since the maximum speed increased on the Tourist scooter, this automatically required an increase in the efficiency of the braking system. To achieve this, the diameter of the brake pads was increased from 130 to 150 mm. Moreover, these pads turned out to be interchangeable with the front wheel pads on the T-200M.
It is also worth looking into the electrical system. Here the Tourist developers decided not to use a gear shift indicator. But they used turn signals with a switch, which was located on the left steering wheel grip.
And in general, the electrical circuit provided for a Soviet-era scooter called Tourist does not provide for any complex elements or systems. Everything is extremely simple, which allows even an owner without experience to solve a number of electrical problems without turning to electricians for help.
Powerful all-terrain electric moped "Tourist 55" in Moscow
Hello! My name is Ilya, I make powerful all-terrain and two-seater electric mopeds under the “MOREE” brand. Manufactured in Moscow, this is not a Chinese product. The technique is unique.
There are several modifications that differ in power and mileage. "Tourist 55" is the most powerful of them.
Characteristics: Metal frame of various thicknesses using ST20 steel; Powder painting; Weight 45 kg (center of gravity in the middle); Length 175 cm (about the same as a regular bicycle); Load capacity 160 kg; Motor power at peak is 5.5 kW (but the traction on the wheel is 2 times more); Speed 70 km/h Mileage 150 km Charging 3.6 hours.
Equipment: Frame, double-crown fork, steering wheel (with tilt adjustment); Color from stock or upon agreement; Seat and cover made of wear-resistant leatherette; Li ion battery 85V 20ah from high-quality NCA cells; MXUS gearless motor; Sinus controller Infineon 4 18 FET; Charger 7.5A; Fuse; Reduction transmission 2:1; Motor chain 420 standard; Hydraulic brakes; Rotor 203/180mm (front/rear); Low pressure wheels 20x4; Double rims, reinforced spokes; Quick release wheels; 3 engine control modes (off-road, standard and sport); Breakers on the brake handles; Cruise control; Buttons and output for connecting lighting devices and 12V signal; Ignition; Charge indicator; Accelerator handle for index finger and thumb (convenient for off-road use); Wide footrest (others in the photo) for the pilot and passenger;
It is possible to install fenders, a trunk, lighting fixtures, a signal, an alarm with a remote control, USB charging, a bottle cage, a pump, etc.
The low seating position allows you to move very comfortably off-road without fear of falling on your side. You can always rest your bent legs on the ground. And the high torque on the wheel allows you to climb any mountain even with a passenger and accelerate quickly. In the “off-road” mode, you can drive at low speed, and the controller, at the right moment, instantly selects and transmits the necessary power to overcome the obstacle to the wheel. It is very comfortable. Compact. Fits and stows one person in the trunk of a sedan. Without shock absorbers it is not rigid, low pressure tires cope with unevenness. Does not require registration or documents.
Call me, I’ll tell you more details. Test drive possible.
Technical characteristics of the scooter TULA T-200
Total information
Type – Heavy road single; Base, mm - 1380; Ground clearance, mm - 120; Overall dimensions, mm: Length – 1930; Width – 515; Height - 1100; Fuel tank capacity – 12.5 – 13.35 liters; Weight, kg: Dry – 160; Operational – 175; Fuel consumption rate on the highway, l/100km – 3.5; Fuel range on the highway, km – 360; Maximum speed, km/h; - 80; Main capacities, l: Gearbox housing – 1.0; Front fork vibration damper – 0.25; Rear suspension – 0.18;
Engine
Type – Single-cylinder two-stroke with return two-channel purging and forced air cooling; Cylinder diameter, mm – 62; Piston stroke, mm – 66; Working volume, cm cubed – 197; Maximum power l. With. - 8; Compression ratio – 6.6; Number of piston sealing rings – 3; Material: cylinder head – aluminum alloy; head gaskets – reinforced asbestos; pistons – aluminum alloy; Piston pin diameter, mm – 15; Valve distribution phases: opening of the intake window - 67.5 degrees b.c.t. closing – 67.5 degrees after t.m.t. opening of the outlet window - 66 degrees BC. closing - 66 degrees after BC. opening of purge windows - 54 degrees BC. closing - 54 degrees after ground mt.
Transmission
Forward gear – chain; bushing chain operating in an oil bath, 2.35. Chain size, mm – 9.525 by 9.5; Clutch - multi-plate operating in an oil bath; Number of disks: leading – 5; slaves – 5; Number of springs – 5; Gearbox – four-speed; Speed change control – foot control with electric speed change indicator; Gear ratio: at first speed – 3.0; – second – 1.643; — third – 1.233; — fourth – 0.90; Overall gear ratio: At first speed – 15.8; - second - 8.65; — third – 6.5; - fourth - 4.7
Ignition and electrical equipment
Ignition type – battery dynamo; Ignition coil – B-51; Breaker – mounted on the generator stator; Rechargeable battery – 3-SMT-11; Generator – dynastarter DS-1; Voltage, V – 12; Power, W - 90; Glow plug – A11U; Relay-regulator – PP – 45; Signal – S-36; Headlight – FG-50B; Ignition timing is 5.5 degrees plus or minus one degree before T.M.T. Ignition timing adjustment – Automatic, with a centrifugal regulator; Gaps, mm: Between breaker contacts – 0.4 – 0.6; — spark plug electrodes – 0.6 – 0.7;
Chassis
Frame – tubular welded; The front and rear wheel suspension is of the lever type with springs and a hydraulic vibration damper; Brakes - shoe; Wheels – disc collapsible interchangeable (on discs); Tire size, in inches – 4.00 – 10; Air pressure in tires (first number without a passenger), atm: Front wheel – 1 atm, 1.5 atm; Rear wheel – 1.5 atm, 2.0 atm.
Motor scooter "Tourist"
Most scooters are not designed for long-distance travel. Not many of their owners are ready to become motorcycle tourists. This was the case in the distant 60s of the last century. But the designers of the Tula Machine-Building Plant tried to destroy this stereotype. They created a scooter with the proud name “Tourist”. This technique was intended to move around our vast Motherland.
Appearance
The appearance of the Soviet scooter "Tourist" was, let's say, peculiar. At first glance, the front wheel casing, in which the tool box was located, catches your eye. All control cables and electrical wiring were hidden in cavities. That is why the model, unlike its predecessors, looked quite stylish and did not resemble a beetle with a mustache.
The instrument panel was quite minimalistic. In front of the driver there was only a speedometer with a mileage counter and warning lights.
The hood of the “Tourist” tilted back, thereby opening access to attachments, a gas tank and an engine. The seat also reclined, providing access to the spark plug.
In addition, “Tourist” was the first Soviet scooter to feature turn signals. At the same time, the designers decided to abandon the gear shift indicator, considering it too chic a “gadget.” There was only a neutral light.
Characteristics
The scooter was equipped with a 200 cc two-stroke engine. cm., with a power of 11 hp. and forced air cooling.
Like any two-stroke engine, the “Tourist” ran on a mixture of gasoline and oil, and both 72 and 80 gasoline could be used. And the maximum speed of the “Tourist” reached 80 km/h.
Modernization
In 1971, the scooter was modernized. The updated model was called “Tourist-M” . Engine power increased to 12 hp. In addition, the scooter received a new cigar-shaped muffler with an increased diameter of the exhaust pipe.
The tool box has moved under the seat. I must say that the set of tools was quite multifunctional. With it it was easy not only to fix minor problems on the road, but also to perform engine repairs if suddenly necessary.
The sound signal, previously located under the front wheel fender, has been wisely moved to the steering column. Previously, the signal was constantly flooded with dirt and water, and at the right moment it simply refused to work.
In addition, the strength of the scooter was increased by thickening the walls and installing additional stiffeners. However, the increased mass of the “Tourist” , which is more than 150 kg, significantly reduced the dynamic characteristics of the scooter.
If you own or have owned a Tourist scooter, share your impressions in the comments. I think it will be interesting.
Links
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See what “Tourist (motor scooter)” is in other dictionaries:
- Tourist traveler, see Tourism. "Tourist" hotel in Moscow. "Tourist" hotel in St. Petersburg. "Tourist" hotel in Kharkov. Tourist railway platform of the Savelovsky direction and the Big Ring of the Moscow Railway in... ... Wikipedia
See... Dictionary of synonyms
Noun, number of synonyms: 12 vyatka (10) motorcycle (21) ant (17) ... Dictionary of synonyms
This article lacks links to sources of information. Information must be verifiable, otherwise it may be questioned and deleted. You can... Wikipedia
- (German Motorroller, literally rolling with the help of a motor, from Motor motor, engine and rollen roll) a type of Motorcycle, characterized by more comfortable conditions for the driver. The front shield, which turns into wide footpegs at the bottom, ... ... Great Soviet Encyclopedia
| Tourist | |
| Motor scooter "Tourist-M" (1976) | |
| general information | |
| Manufacturer | |
| Previous model | |
| Components | |
| Engine Volume: | 199 cm 3 cm 3 |
| Maximum power: | 8 kW (11 hp) |
| Cylinders: | 1 |
| Cylinder diameter: | 62 mm |
| Piston stroke: | 66 mm |
| Compression ratio : | 7,2 — 7,4 |
| Clock (number of clock cycles): | 2 |
| Recommended fuel: | gasoline A72 |
Tourist
- scooter made in the USSR. Began production in 1968. This scooter became the successor to an earlier model - the Tula scooter. The scooters of this series were light green in color and, compared to earlier models, had a completely different appearance.
On a scooter, the tool box is under the seat, the battery is between the driver’s legs. The air corrector handle is located next to the front brake handle. “Soft” suspension, two parking stops - side and central. The engine design is the same as that of earlier models, but the engine power has become higher. Gear shifting is different from a motorcycle where neutral was between first and second gears. In the Tourist, neutral is before first gear. In general, the “Tourist” scooter, like the “Tulitsa”, turned out to be very good.
Two models of the scooter were produced: “Tourist” and “Tourist-M”.
The difference between “Tourist” and “Tourist-M”:
- The presence of a glove compartment in the front fender
- The gas tank is attached to the frame, and on the “Tourist-M” it is attached to the hood with clamps
- The sound signal on the Tourist was located under the front wheel. When it rained, the signal was flooded.
Scooters from the USSR
The Soviet Union had its own approach to solving state problems.
There was a society that was building communism, and everyone had “equal” rights and national property. Information from the outside world seeped in weakly but inexorably. Global scientific and technological progress pushed the country towards the abyss and successfully pushed it in 1991. Before that, the USSR was somehow developing and one day began producing motor scooters, which were so popular in Europe at that time. Society happily accepted the innovation, because the desired car was not available to the masses. And a motor scooter is a fairly comfortable vehicle that could be bought for two salaries. And the process began. State level In 1955, a meeting of the USSR government was held, at which the problems of producing motor scooters were resolved (the word “scooter” was alien to Soviet people). Already in December 1956, Resolution No. 825 was adopted, and a little later a decree, which launched the proper mechanism in this sector of mechanical engineering. To do this, production facilities had to be created. The choice fell on two military plants: Tula Machine-Building Plant named after. Ryabikova (TMZ) and the Vyatsko-Polyansky Machine-Building Plant (VPMZ), located in the village of Vyatskie Polyany, Kirov Region. Workers from the Central Experimental and Design Bureau of Motorcycle Manufacturing (TsEKB) (Serpukhov, Moscow region) were also involved in production.
The first to roll off the assembly line were the Tula T-200, a copy of the Goggo-roller TA200, originally from Germany, and the Vyatka VP-150, copied from the Italian Vespa 150. In 1956, they planned to produce 10 test cars, and in 1957, to launch the Vyatka VP-motor scooter. 150 into mass production. How did VPMZ begin to produce something other than weapons? Everything happened in stages. First, we established connections with the Izhevsk plant, which produced motorcycles and components for them. They began making mufflers, air pumps, steering wheels, etc. for it. The initial experience turned out to be successful. In general, under the conditions of command-administrative management of the country, relationships between enterprises were established quite easily - with one strong-willed decision of the government. But the more plants and factories there are, the more difficult it is to manage them. Having conscientiously established the production of new products, we purchased the appropriate equipment, but problems with intermediaries did not allow us to start production. And now the ice has broken. In 1957, mass production of Vyatka VP-150 scooters was launched. By the end of the year, 1,668 units of equipment had already been produced. The scooter immediately became popular. The convenient, visually pleasing, relatively inexpensive device attracted not only men, but also women. They could be calm - while driving, thanks to the lining, the skirt did not get dirty. Vyatka had its drawbacks: the hard metal floor often led to broken legs when falling to the side. In addition, operation was impossible without a “13” key, which was in short supply before the release of the Zhiguli. Based on this model, tricycles MG-150P (platform), MG-150S (dump truck), MG-150F (van) and others were produced.
A carbon copy Was the scooter made from scratch? The government took the familiar path of copying models from other countries (think motorcycles). At that time, there was a boom in scooter popularity in Europe; many manufacturers joined this trend, which made it possible to make a good choice. Scooters from Piaggio and Innocenti were tested. For this purpose, a test run of 2,000 km was carried out. The confrontation between Vespa and Lambretta in difficult conditions of Soviet roads showed the advantage of the latter. But they took the Italian Vespa GS150, which was extremely popular in Europe, as a model. Why? It was not possible to find an answer to this question, but perhaps due to the complex design of the Lambretta and the pleasant appearance of the Vespa. Having studied the scooter in detail, we made a copy with some differences: the inscription “Vyatka” and a red flag with a five-pointed star, a modified ignition switch, the shape of the muzzle and the dashboard, as well as technical details. A special feature of Vespa is pre-compression of the rear shock absorber spring, which is not inherent in Soviet motorcycle construction, except for sports motorcycles. The big drawback is that the Italian is difficult to drive on bad roads. The operating conditions of Vespa and Vyatka are different, therefore the scooter had to be modernized. The number of scooters produced in 1962 was 100,000 - an average of 20,000 units per year. In 1965, they developed a new model - Vyatka VP-150M, which differed from the previous one both externally and technically. Throughout 1966, both models were produced in parallel, but towards the end the Vyatka VP-150 was discontinued. Rationalization For the modernized development, VPMZ received a diploma from the Exhibition of Achievements of the National Economy. The engine remained old, but changes affected the chassis and design. Copying moved aside, and Soviet engineers showed their abilities. The differences were striking. The scooter body was made collapsible for ease of transportation, the engine was moved to the center, the air filter and carburetor were changed, a push-type lever fork with two large shock absorbers and a more powerful shock absorber appeared at the rear. Driving capabilities have increased several times to the detriment of comfort, design and cladding. Power, of course, has increased, but the problem remains the heavy weight. True, this did not stop the process. The next modification of Vyatka was called Electron, associated with an electronic contactless ignition system. By the way, it was used for the first time in the history of the country’s mechanical engineering at Vyatka, lagging behind its Japanese counterparts by only four years, which, however, were temporarily inferior to the Soviet ones. The scooter's compression ratio has increased, which, accordingly, has added power to 7 hp. and speeds - up to 80 km/h. Many changes have been made to the design, the scooter has become more convenient and practical. But the main thing is that quality has increased while prices have fallen - what else does the consumer need? In general, scooters, like other equipment in the USSR, were developed taking into account ease of repair. “Pregnant” with glory The production of the Vyatka series ended in 1979, and VPMZ returned to the production of weapons. This was due to a decrease in demand as the car became more affordable. But spare parts for the scooter were produced for another five years. Vyatka was actively exported to developing countries and even to Europe, where demand was explained by low price, not quality. In developing countries, the quality of the scooter satisfied consumers completely. Vyatka was supplied to 50(!) countries of the world. A memorable year for the plant is 1975, when the millionth scooter rolled off the assembly line. This is the record. In general, the Vyatka in all modifications had a simple and practical engine, which earned respect due to its “indestructibility”. The history of the scooter goes back 22 years, 1.7 million scooters and the nickname “pregnant” - for its specific rear end. The influence of the Vyatsko-Polyansky Machine-Building Plant on the village is interesting, which already in 1942 received the status of a comfortable city, producing not only military products, but also general consumption. Motor scooters brought not only income, but also prestige, social significance and weight in society. Tu-lu-la! Tula Machine-Building Plant named after. Ryabikov produced scooters based on the Goggo-roller TA200 (manufactured in Germany, Hans Glas GmbH). The German had engine displacement variations: 125, 150 and 200 cm3. The prototype was a flagship with a 200 cc engine. They also looked closely at the French Peugeot and German Puch. But we settled on Goggo, which is suitable as an alternative to Vyatka. The consumer should have a choice! Compared to Vyatka, the scooter was more powerful and heavier. Similarities with the original were not avoided, but Soviet production left its mark. The Tula T-200 scooter began to be produced in 1957. The scooter was equipped with an 8-horsepower 199 cm3 engine with a 4-speed gearbox and chain drive of the rear wheel, 10-inch wheels, and a long-link push-type pendulum fork of the front suspension. Weight -155 kg, maximum speed - 80 km/h. Tula differed from Goggo in its rather rare monotube shock absorbers and the absence of a kick starter. Instead, they used a more efficient electric start. The scooter came with a spare wheel - a necessary thing on long trips.
In addition to the T-200, they launched production of a cargo version of Tula - TG-200. To help TMZ, they brought in the TsEKB of the motorcycle industry, which developed the power unit, gearbox and electrical equipment. TMZ's task was to build bodies and chassis. The device had good cross-country ability, as evidenced by the repeated trips of enthusiasts to thousands of kilometers of the vast homeland. Modernization Since the production of scooters was just getting started, improvements were not long in coming. Already in 1962, the T-200M model was launched into production, which lasted until 1968. The changes affected the appearance and the engine and chassis. Power increased to 9 hp. with a reduced weight of up to 145 kg. The type of front fork was changed to a pulling one.
Five years later (1967) a new modification was developed. It was a Tourist: long-link pusher fork, old, but boosted to 11 hp. engine, a maximum speed of 85 km/h and a 12 liter tank, which is quite good with a fuel consumption of 3-3.5 liters per 100 km. The name spoke for itself - the scooter is designed for long distances. This was facilitated by forced cooling, as well as the correct chassis. However, the heavy weight and small wheels significantly reduced the dynamics and maneuverability of the scooter. Another headache for the owners was the electrical system. The production of batteries for it was poorly organized, not to mention the low quality. The next modification acquired the prefix “M”, respectively - Tourist-M. Its main difference is an aluminum cylinder with a steel sleeve instead of a cast iron one. A new cigar-shaped muffler was responsible for aesthetic pleasure. The development of engineering did not stop there. Reducing weight and increasing power remained the main focus of scooter construction. The fruit of progress was a new modification of Tulitsa, which began to be produced in 1978. The speed limit of 100 km/h was achieved by reducing weight to 140 kg and increasing power to 14 hp. The next modification, Tulitsa-02M, became the last production model of TMZ. As always, we increased power and reduced weight: 14.5 hp. and 134 kg, the lining was also updated. The model was produced from 1983 to 1991. Weight orderly A big problem for a scooter in the USSR was considered to be carrying capacity, therefore, immediately after the launch of single scooters, Vyatka and Tula developed three-wheeled modifications: TG-200 and MG-150P. Among the three-wheeled scooters, the Ant stood out, produced from 1969 to 2000!
Design and technical solutions were found in a well-established way. European cargo scooters with a convincing load capacity (from 350 to 1700 kg), as well as a powerful large-capacity engine, cannot be copied. Subsequently, parts for the Ants were purchased not only from domestic production. The popularity of cargo scooters in the USSR and on the export market grew, at times eclipsing other models. In 1988, with 97,996 TMZ scooters produced, the Ants' share was 84%. Soon after the launch, Ant began to be equipped with a cabin made of sheet steel weighing 50 kg. It protected from rain and frost, making the scooter more practical and versatile. Later, a limited number of plastic cabins were released. In the 90s, it was possible to create a prototype of the diesel Ant with the participation of the Austrian company AVL. A total of three modifications were made: Ant, Ant-2, Ant-3. Easy to repair and maintain, the scooter made it possible to transport large loads, which was the goal of the modernization. Thus, Ant's capabilities are closer to those of automobiles. For a long time, the demand for scooters persisted, despite the increasing availability of cars. From across the hill In the 60s, for the first time, a Soviet person had the opportunity to purchase an imported Czechoslovakian Cezeta scooter. These devices were extremely popular not only in the USSR. In 1956, a year after the release of the first 300 units, the number of countries to which the scooter was exported was 20! The device had an interesting design—a fuel tank in the front and a unique headlight—reminiscent of an underwater torpedo. The scooter, famous for its cross-country ability and stability on the road, as well as its tenacious engine, quickly gained popularity. And the interchangeability of parts with the famous Cezeta motorcycles added convenience to the consumer.
It was possible to create two main models - 501 and 502, plus their various modifications.
The first production scooter was the Cezeta 501 with an engine from a CZ 356 motorcycle with 8 hp. A total of 43 thousand of these scooters were produced. The next model was Cezeta 502 with a 9.5 hp engine. and a volume of 175 cm3, accelerating to 90 km/h. The model's circulation was 72,000. In 1964, production of scooters stopped, although the next Cezeta 503 was already ready. Enlarged 12-inch wheels on all models were more suitable for the bumpy roads of the USSR than 10-inch ones. They even created a one-wheel trailer and a side stroller for scooters. This alternative only made me happy. Field of experiments Soviet designers tried to create something high-tech and revolutionary.
The result of the search was the experimental model Little Humpbacked Horse, developed at TMZ by a team of designers led by V.P. Plotnikov. The designer drew inspiration from the extraordinary American scooter Harley-Davidson Topper. For his time, the Little Humpbacked Horse had extraordinary characteristics. A weight of 129 kg with a very low center of gravity made it possible to lift a recumbent scooter. Engine capacity of 350 cm3 (later 400 cm3) with a power of 32.5 hp, huge 16 inch wheels, powerful tubular welded frame and a tank of as much as 35 liters. allowed the scooter to easily overtake the Java 350 - the fastest (over 125 km/h) motorcycle in the USSR. And this is in the 1960s! When the group of creators broke up, the project, which was too revolutionary for that time, was closed. This prevented the conveyor production of the device, but its presence is already a huge achievement of Soviet engineers. It’s a pity that not even a copy has survived to this day. Soviet scooters are:
Vyatskiye The history of the Vyatsko-Polyansky Machine-Building Plant dates back to 1940. Later it was renamed "Hammer". At the beginning of the Great Patriotic War, the plant for the production of the famous Shpagin PPSh submachine guns was evacuated from Zagorsk near Moscow to the working village of Vyatskie Polyany (Kirov region), restarting on the basis of a bobbin factory. The post-war years contributed to the company's transition to general consumer goods, including scooters. Unfortunately, since 1979 the plant has almost completely switched to weapons production. Then attempts to produce scooters were resumed, but to no avail. In total, the Vyatsko-Polyansky Machine-Building Plant has been operating for more than 60 years and today produces diversified products. Tula The history of the Tula Arms Plant (TOZ) lasts almost 300 years. Created by order of Peter the Great, from the very beginning the plant produced a full range of firearms and bladed weapons for the Russian army. Not so long ago, the famous Kalashnikov assault rifles were produced here. In 1939, on the basis of part of the workshops of the Tula Armory (since 1956 - Tula Machine-Building, since 1992 - Joint Stock. since 2004 - Association "Tulamash Group"). In the 1950s, TMZ expanded its range to include civilian products - scooters. Today the plant is one of the leading mechanical engineering enterprises in Russia, producing military equipment and consumer goods at the same time.
Advanced Before, and even after the appearance of motor scooters throughout the USSR, they actively used motorized bicycles and mopeds, which were not required to obtain a license. Affordable price and simple device simplified purchase and operation. Particularly popular were the engines of the “D” series, which were produced in St. Petersburg from the late 50s. They were used in mopeds from Riga, Kharkov, Penza, and Lvov factories and were independently installed in bicycle frames. The series includes more than 15 million motors. Some of them are still in use today. D-6 and D-8 were popular. Such equipment often broke down and became smeared with oil and dirt. This benefited the motor scooter, which was loved by Soviet women. Mystical The USSR's serious approach to product quality did not exclude curiosity. For example, Ant threatened the owner with the rear left wheel falling off. On the same scooter, due to the small 10-inch wheels, it was easy to roll over. A friend of Ant's owner talked about a real case when a wheel, having unscrewed, rolled away, and the tricycle continued to stand on two. The driver returned for the wheel, screwed it back and continued on his way. Can you imagine this?! The weight limit for the Tourist's fairly strong-looking trunk was only 5 kg. Violation of this rule, due to the center of gravity shifted towards the tail, often resulted in steering shimmy, creating great danger at high speed. Such manners of a heavy scooter should be learned by every new owner. The German plant Hans Glas GmbH initially produced agricultural machinery, but later switched to scooters - now rare rarities. Scooter production was limited to assembly. The components were supplied by intermediary companies, for example, the engine was from the well-known company JLO. In 1951, the company launched the production of Goggo scooters. From 1951 to 1956, 46,181 units of equipment were produced. In 1953, they launched production of a cargo three-wheeled version of the scooter. As a motorcycle manufacturer, Hans Glas GmbH did not survive in the market. Lack of experience took its toll. In order not to go bankrupt, the plant switched to Goggomobile minicars - miniature ones with an interesting design. This ended the production of scooters. And in 1967, the plant was bought by BMW. Post-Soviet When the USSR collapsed, ties between enterprises were disrupted. With the emergence of new countries, international agreements had to be concluded. Under such conditions, the incredible happened - scooter production resumed. The same couple of factories, plus the Kovrov plant named after. V. A. Degtyareva (ZiD) began producing Arkan, Strizh and Fregat scooters. Unfortunately, these scooters could not survive in the market, unable to withstand competition with imported equipment. But the Japanese did not yawn, actively improved quality and lowered prices, sweeping Russian competitors out of the way. Thanks for the photo: https://www.flickr.com/photos/ [email protected] / https://www.flickr.com/photos/wgrabar/ Text: Alexander Avramenko
Where can I buy Tulitsa?
After 1995, TULAMASH completely stopped producing previously developed motor vehicles, switching to a different type of product. However, lovers of two-wheeled rarities still have the opportunity to purchase a Tulitsa motor scooter. Avito, an online site where individuals post advertisements for the sale of various goods, today offers a fairly large selection of these cars. The price of the model depends on its appearance and general technical condition. If necessary, you can also purchase spare parts for this vehicle there.
In a word, if you want to have a “Tulitsa” in your garage, then it all depends on desire and financial capabilities.
Caring for the appearance of your scooter
The paintwork of a scooter can be preserved for many years if simple preventive measures are taken. The same applies to the appearance of the equipment in general. The measures are as follows: it recommends washing the surface of the “Tourist” with soapy water 2 times a month. After washing with soap, you should rinse again with ordinary water, the temperature of which is 10-35 degrees.
Scooter
, created at the Tula Machine-Building Plant in the second half of the 60s, bore the proud name “
Tourist
”, and, as conceived by the authors, was fully suitable for the task of moving around the country.
The authors of the Tourist
, building on the previous models
T-200
and
T-200M
, created
a motor scooter
.
Technically, the “” was also noticeably different from the T-200
and
T-200M
.
The team of the design bureau, which by the mid-60s was entrusted with the development of the Tourist
since 1965, was headed by engineer Evgeniy Nikolaevich Shcherbakov, and the chief designer was A.V. Lototsky, he did a lot of work to improve its design.
The load-bearing hood made it possible to abandon the massive tubular subframe at the rear of the vehicle, and the new push-type front wishbone fork provided good handling, although it had its drawbacks. Scooter
passed tests at the stands of the plant and VNIImotoprom, and tested on the mountain roads of the South, on snow-covered country roads in the middle zone.
On it, factory athletes started in the national championship in motorcycle all-around, cross-country and ice racing, and successfully competed in the FIM motor rally in 1965 and 1966. And, as popular practice has shown, the scooter
had many disadvantages.
But overall, the Tourist
is a wonderful
scooter
, quite comfortable and reliable.
Moreover, at the All-Union motorcycle competitions for the championship of the brand held in 1967, it was with Tourist
the Tula plant won the main prize and overall first place!
In 1969, the success was practically repeated - among production motorcycles and scooters,
Tula workers took second place.
History of creation
The development and production of the scooter, which was called the Tourist, was carried out on the basis of the Tula Machine-Building Plant (TMZ). The first ideas for a new project appeared in the early 1960s. But implementation began a little later, since at that time the Tula motor scooter was still being produced, which was still relevant and in demand.
In the early 60s, the design bureau of the Tula plant was tasked with developing a new Soviet scooter, the Tourist. In 1965, E.N. became the head of the design bureau team. Shcherbakov, and the chief designer was A.V. Lototsky. Through joint efforts, we managed to significantly improve previous projects and create a completely new product.
Full production of Tourists began in 1968.
The name Tourist was not invented just like that. The authors of the project intended that this two-wheeled vehicle would allow people to travel not only within the city, but even to travel around the country.
The basis for creating the new product was previous scooters. These were the T-200 and T-200M models. At the same time, the difference in design turned out to be more than significant. And in technical terms, the new product has surpassed its predecessors.
By using a load-bearing hood, engineers were able to eliminate the need to use a massive tubular subframe at the rear of the two-wheeled vehicle. There is also a new linkage front fork. The design was of a pushing type, which had a positive effect on handling. Although it was not without certain shortcomings in the end. But this is hardly surprising. Cons can be found everywhere and in everything.
Before being put into assembly line production, the scooter went through many tests. First at the stands of the Tula plant, then at the Motoprom Research Institute. The equipment was also tested for durability and efficiency in mountainous terrain and they did not forget to walk along snow-covered country roads.
Moreover, TMZ athletes used Tourist scooters when taking part in the national all-around championship on motorcycles, rode cross-country courses and raced on ice. The tourist performed well in the FIM motorcycle rally, which took place in 1965 and 1966. That is, even before the official start of production of the scooter.
The owners of the Tourist themselves at one time discovered a number of shortcomings and shortcomings. But if we talk about the scooter in general, then this is an excellent solution. Quite comfortable and reliable, easy to maintain and operate.
Another confirmation of the viability of the project and competent work on the new project was participation in the All-Union motorcycle competitions for the championship of the brand. It was here that the Tula plant, armed with Tourist scooters, won first place and took the main prize. This happened in 1967.
After 2 years, TMZ almost managed to repeat its past success. Competing with production motorcycles, the Tourist scooter eventually won second place. But it also clearly showed how successful the project is.
Caring for the appearance of your scooter
The paintwork of a scooter can be preserved for many years if simple preventive measures are taken. The same applies to the appearance of the equipment in general. The measures are as follows: it recommends washing the surface of the “Tourist” with soapy water 2 times a month. After washing with soap, you should rinse again with ordinary water, the temperature of which is 10-35 degrees.
| Tourist | |
| Motor scooter "Tourist-M" (1976) | |
| general information | |
| Manufacturer | |
| Previous model | |
| Components | |
| Engine Volume: | 199 cm 3 cm 3 |
| Maximum power: | 8 kW (11 hp) |
| Cylinders: | 1 |
| Cylinder diameter: | 62 mm |
| Piston stroke: | 66 mm |
| Compression ratio : | 7,2 — 7,4 |
| Clock (number of clock cycles): | 2 |
| Recommended fuel: | gasoline A72 |
Tourist
- scooter made in the USSR. Began production in 1968. This scooter became the successor to an earlier model - the Tula scooter. The scooters of this series were light green in color and, compared to earlier models, had a completely different appearance.
On a scooter, the tool box is under the seat, the battery is between the driver’s legs. The air corrector handle is located next to the front brake handle. “Soft” suspension, two parking stops - side and central. The engine design is the same as that of earlier models, but the engine power has become higher. Gear shifting is different from a motorcycle where neutral was between first and second gears. In the Tourist, neutral is before first gear. In general, the “Tourist” scooter, like the “Tulitsa”, turned out to be very good.
Two models of the scooter were produced: “Tourist” and “Tourist-M”.
The difference between “Tourist” and “Tourist-M”:
- The presence of a glove compartment in the front fender
- The gas tank is attached to the frame, and on the “Tourist-M” it is attached to the hood with clamps
- The sound signal on the Tourist was located under the front wheel. When it rained, the signal was flooded.
Review of "Tourist"
The “Tourist” scooter was characterized in its years as a reliable vehicle for transportation. Production of the model began in 1968. This unit is a prototype of the Tula scooter. On this scooter, the tool box is located in the front wheel housing. The battery is located between the driver's legs. “Next door” to the front brake, a shock-absorbing system is provided. It is characterized as soft and reliable. In the parking position, the support is provided by the central and lateral legs. Unlike its “successors”, the engine of the “Tourist” scooter has less power. The so-called neutral speed is located before the first speed. At the same time, two models were launched: “Tourist” and “Tourist-M”.
Specifications
The Soviet moped, which has recently enjoyed great popularity, has the following technical characteristics:
- Length - 2680 millimeters.
- Width - 1250 millimeters.
- Height - 1075 millimeters.
- Dry weight - 240 kilograms.
- Load capacity - 250 kilograms.
- Speed - 25-35 kilometers per hour.
- Engine type is 2-stroke, power is 11 l/s.
- Transmission - 4-speed gearbox.
- The brakes have a diameter of 15.0 centimeters. Drum-type, each wheel has a mechanical drive.
Many fans of Soviet motorcycles are sincerely convinced that the technical characteristics of the Ant are practically in no way inferior to the characteristics of Western models.
Trailer
You can make a trike for the modern Ant yourself. In addition to this model, a homemade trike is also suitable for a sidecar motorcycle.
A standard trike is a connection:
- stroller frames (side trailer);
- a bracket curved from a steel pipe (L-shaped);
- clamps (2 pcs.);
- tubular struts.
When making a trike, it is important to ensure that the body shell does not touch the bracket. In order to give the frame more rigidity, it is necessary to weld a gusset made of steel
A homemade trike requires a welded trailer frame. The trike must also have an easily opening and freely removable tailgate. The sides and bottom of the body are covered with boards (tongue and planed).
The trike must be equipped with up-to-date lighting devices: turn signals, side lights and brake lights.
Chassis of the Tula T-200 scooter
All units of the T-200 scooter are mounted on a tubular welded frame.
The front fork is lever-type, with a single-acting hydraulic shock absorber. It consists of a rotary pipe 1, feathers with tips 8 welded to it, two springs 5, suspension arms 9 and a hydraulic shock absorber 11. The swing of the arms 9 is limited by rubber stops 7.
The rear suspension of the T-200 scooter consists of a swing fork and two spring-hydraulic shock absorbers, which slow down the downward movement of the scooter wheel after passing obstacles.
The wheels of the T-200 scooter are disc, interchangeable. Each wheel consists of a collapsible rim, a hub with an axle and a tire. The hubs of the front and rear wheels are different in design.
The front wheel hub rotates on four ball bearings 7, which are secured against axial movement by a spacer sleeve 8.
The outer rings of the bearings are pressed into the bushing 4, to which the brake drum 10 and flange 9 are welded.
The inner space of the bushing is a reservoir for grease, which is pumped using a syringe through lubricator 3. The wheel axle 5 protrudes with its threaded ends on both sides of the hub.
The rear wheel hub rotates on three ball bearings. On the right side, as the more loaded side, two bearings are installed. Wheel axle 3 is fixed in the grooves of the rear suspension oscillating fork.
The wheel rim is attached to the flange 8 on studs 9 and the brake drum 7, made in one piece with the chain sprocket, is riveted.
The manual shoe brake acts on the front brake using a mechanical drive, consisting of a lever on the right side of the steering wheel, a cable, a cam lever and an expanding cam 11. The brake mechanism is similar in design to the mechanism of the VP-150 scooter.
The foot shoe brake acts on the rear wheel and differs from the manual one only in the drive mechanism.
The Unfinished Story
Despite these shortcomings, residents of the outback showed a certain interest in this specific technique. Due to the specific design of the equipment, tuning has become a favorite pastime of many owners. This gave TMZ specialists a reason to develop several additional modifications, among which was even the Tula TMZ-5.971 tricycle, produced in a small series.
It was assumed that the three-wheeled model would become an alternative to the popular TGA 200 Ant scooter. It is not known exactly how many of these machines were produced. The collapse of the USSR and the resulting problems in the economy could not but affect the work of TMZ.
In an effort to survive, enterprises of the defense complex, which included the Tula Machine-Building Plant, sometimes even took risky steps. Another attempt was made to improve the Tula motorcycle and promote the model to the European market.
But it soon became clear that, according to EEC standards, a bike with a center of gravity so significantly shifted to the side cannot be allowed for use. The idea is dead. The model was finally discontinued in 1996.
Tourist on a moped
Tula scooters are the most extensive section of the museum.
The first-born of the Tula Machine-Building Plant is the Tula T-200 , production of which began in 1957. Engine displacement – 199 cm3, power – 8 hp, four-speed manual transmission, maximum speed – 80 km/h. Weight reached 155 kg. The prototype of the Tula was the German Goggo scooter.
A cargo version of the scooter was also created - the T-200G with a carrying capacity of 200 kg. At first, these scooters were used only as factory transport, then they were “released” onto the streets.
In the photo to the left of the cargo T-200G is a motor scooter with a T-200K . The maximum design speed of both T-200G and T-200K is 50 km/h. For intra-factory freight transport, it’s probably not necessary to go faster, but for a passenger scooter, wouldn’t it be too little? However, only a few hundred passenger strollers were produced for Tula. A drop in the ocean for a huge country. In my entire life, I only once met a “Tula” with a stroller on the highway.
In 1961, the modernized Tula T-200M . The weight of the steel scooter was reduced to 145 kg, and engine power increased to 9 hp. In the above photo the T-200M is at the top right. You can distinguish it from the previous model by its front wing, which resembles a parrot's beak.
It was also possible to attach a stroller to the T-200M.
In 1966, they began to produce a new modification - “Tourist” - with a significantly redesigned body design. The power of the “Tourist” increased to 10.5 hp, and the “maximum speed” increased to 85 km/h.
The next modification is “ Tourist-M ” (1971). By increasing the compression ratio, power increased to 12 hp, and the maximum design speed increased to 90 km/h.
In appearance, the Tourist-M differed from its predecessor in having a “cigar” muffler instead of a box muffler and the absence of a trunk above the front wheel. The trunk was removed for safety reasons. Someone thought that the load placed on it could fall under the front wheel while driving. In my opinion, this is unlikely. To fall in front of a moving scooter, the luggage being transported must have a speed greater than that of the scooter itself. I wonder how this could happen? During hard braking? But it was hardly possible to make a “stop” on the “Tourist”. It seems to me that the luggage could only have fallen to the left or right of the scooter. At the same time, if I would have gotten under the wheel, it would have been under the rear one. The question of a second trunk on a scooter called “Tourist” is not such a small thing. It was not recommended to carry luggage weighing more than 10 kg in the rear trunk, as heavier loads could cause steering shimmy. And where should the luggage be placed if a tourist goes on a long trip with a passenger on the “Tourist”? However, tourists found a way out. For example, constructing homemade trunks. (In the next photo, above, left).
The lower and more forward luggage position may have allowed more cargo to be carried than recommended.
The next model of Tula scooters is “Tulitsa”, production of which began in 1978. Modernization of the engine while maintaining the same displacement made it possible to increase its power to 14 hp. The weight of the scooter decreased to 140 kg, the maximum speed increased to 97 km/h. Externally, the “Tulitsa” differed from the “Tourist” in that it had different wheel rims and a shortened muffler.
And this is “Tulitsa”-02M, produced in 1989.
The power was increased a little more - to 14.5 hp. We reduced the weight to 134 kg. The maximum design speed has increased to 100 km/h.
Unique exhibits are experimental scooters from Tulmashzavod.
Experimental T-250 "Dolphin" 1963.
“Dolphin” is the first Tula scooter, which was supposed to be equipped with not a 200, but a 250 cc engine. The power of this engine was 14 hp, which made it possible to accelerate a scooter weighing 145 kg to 90 km/h. An experimental batch of scooters was produced - 50 pieces.
Before visiting the Zyakin motorcycle museum, I didn’t even suspect the existence of “Dolphin”. I really liked the design of the scooter. It seems that this is the same “Tourist”, the differences are minimal. And yet there is something in “Dolphin”, some special completeness of form. Although, of course, appearance is a matter of taste. There is an opinion that the “Dolphin” is a collective image of a large scooter of those times: it shows features of the BSA Sunbeam, Hercules R200, TWN Contessa, and even the experimental BMW R10. The designer of the Dolphin himself, Evgeny Nikolaevich Shcherbakov, claimed that he was inspired by the shapes of... the legendary Volga GAZ-21.
Another experimental scooter is the 200 cc 11 horsepower “Start” .
Only a few of these scooters were produced. The scooter was developed in the mid-60s and featured chopped body shapes, which was fashionable then. The headlight is in the front fender. And the wing itself is very voluminous. Either it housed a luggage compartment, or, like the Czech Ceseta, a gas tank.
Take another look at the photo. Behind the Start you can see the front part of another modification of the experimental scooter. All shapes are like the Start, but the headlight is on the windshield, and not in the front fender.
Another interesting fact related to “Start”. The scooter did not go into production, but, nevertheless, a badge with its image was released.
CVT " Lotus " 1992
It was prepared for mass production by 1992. But due to economic difficulties and a general drop in demand, as well as the high cost of the scooter, mass production of the Lotus was not established.
Tula cargo scooters.
As I already mentioned, soon after the start of production of the T-200 scooter, its cargo modification, the TG-200, also appeared. Then each new model of the Tula scooter was produced in both passenger and cargo versions. In addition to onboard cargo scooters, they also produced dump trucks and even motorized tankers.
In 1968, production of the TGA-200 “Ant” with components of the “Tourist” scooter and a load capacity increased to 250 kg. In addition to the purely cargo “Ant,” a cargo-passenger modification was also produced, with an elongated saddle designed to carry a passenger.
“Ants” with cabins also appeared.
Before us is one of the latest developments, “Ant” TMZ 5-403F.
Tula mini-trucks were extremely popular in the country and abroad - of the 97,996 scooters produced at TMZ in 1988, the share of “Ants” was 84%.
Vyatka-Polyana motor scooters in the museum than Tula ones. But the Vyatka MG-150 .
And even the “Vyatka” VP-150T is a taxi.
The photo is very unfortunate, but take my word for it, there is a “sofa” for two people in the back.
In addition to domestic motor scooters, the museum displays Czech “ Cesets ” that were supplied to the USSR.
Don’t blame me for a lack of patriotism, but, in my opinion, the Chesets are much more beautiful than the serial Elektrons and Tuls. Although, of course, this is a matter of taste. I read that there were also motorcyclists who gave the Chesets the nickname “pig” for the front part of the scooter body with a “piglet” headlight supposedly reminiscent of this noble animal. By the way, the headlight had its own nickname “detonator”. A gas tank was located above the front fender of the scooter and the headlight was built into it. It was believed that in a head-on collision, the broken headlight and gas tank would turn into one whole, after which the hot spiral of the broken lamp would ignite the gasoline. I don’t know whether there were such accidents followed by a fire or not, but in the event of a frontal impact, both the scooter and its driver will have a hard time even without the gas tank igniting.
I briefly talked about the scooters presented in the museum (let me remind you that I didn’t photograph all the exhibits), you can move on to Part III of my report, which talks about motorcycles.
Part III. Motorcycles
Motor scooter "Tourist"
Particular attention should be paid to the cleanliness of the engine surface. There should be no dirt on the cylinder and its head
Otherwise, it may adversely affect the heat transfer of the engine. There have also been cases of rapid wear of parts, which in turn leads to unexpected stops during movement.
To avoid fire, there should be no traces of gasoline or oil on the power unit
Due attention should be given to the lubrication of the productive element. Under no circumstances should you be allowed to ride a scooter that is only filled with gasoline.
It is imperative to fill the fuel tank with a mixture of gasoline and oil. Otherwise, all parts will wear out quickly.
Fuel consumption
Excessive fuel consumption is usually observed as a result of improper handling of the scooter. To save fuel, the manufacturer advises adhering to the following recommendations:
- Start the technique smoothly. Pressing the throttle sharply leads to increased gasoline consumption.
- Monitor recommended tire pressure. Under-inflated tires also cause excessive fuel consumption.
- Clean the spark plug from time to time. Intermittent spark plug operation affects fuel consumption.
- Monitor the condition of the brake boxes. When released, the pads should never touch the disc.
